Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2438—Active learning methods
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
  • F02D41/2464—Characteristics of actuators
  • F02D41/2467—Characteristics of actuators for injectors
  • F02D41/247—Behaviour for small quantities
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/20—Output circuits, e.g. for controlling currents in command coils
  • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
  • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a method for operating a valve actuated by means of an actuator, in particular a fuel injection valve of a
• the invention further relates to a control device for carrying out such a method.
• Methods and control devices of the aforementioned type come
• a movement of a valve needle is controlled for example by the energization of a magnetic circuit.
• the magnetic circuit is part of an electromagnetic actuator which exerts a magnetic force on the valve needle when energized.
• High pressure injectors are designed so that the energization of the
• Solenoid of the electromagnetic actuator opening the injector that is lifting the valve needle from its closed position
• Fuel quantity mainly determined by an opening period of the valve ie the time interval between the lifting of the valve needle from its closed position and the re-reaching their closed position.
• the hydraulic opening duration of the valve is not known directly in a valve controlling the control unit, but only a drive duration of the valve needle driving actuator. Between a start of the activation duration and the actual hydraulic opening of the
• Injector valve is a so-called opening delay time, and between an end of the control period and the actual hydraulic closing time of the injector is the so-called closing delay.
• the present invention improves methods and control devices of the type mentioned in that a more precise injection is possible.
• Injector in which the valve needle performs a substantially ballistic trajectory.
• an actual value of the closing delay time is determined, in particular metrologically detected, that a control difference is formed between the setpoint and the actual value for the closing delay time, and that the setpoint value for the activation duration is dependent on the control difference is modified.
• the operating method according to the invention can advantageously be used for operating valves in which a component driven by the actuator, in particular a valve needle, at least partially performs a ballistic trajectory as a result of triggering with the control variable.
• the operating method according to the invention is applicable to so-called directly operated injection valves, in which an actuator, such as an electromagnetic actuator, acts directly on the valve needle, as is often the case, for example, in gasoline direct injection systems.
• the operating method according to the invention is also applicable to such injectors, in which an actuator, such as an electromagnetic actuator, does not act directly on the valve needle, but a drive of the valve needle, for example by means disposed between the electromagnetic actuator and the valve needle control valve and a corresponding hydraulic chain of effects ,
• Such injectors are currently widely used in common rail diesel injection systems.
• control device according to claim 9 is given.
• FIG. 1 shows a schematic representation of an internal combustion engine with a plurality of injection valves operated according to the invention
• FIG. 2c schematically show a detailed view of an injection valve from FIG. 1 in three different operating states
• FIG. 3 a shows a functional diagram for forming a drive time according to a conventional method
• 3b shows a time profile of operating variables of a conventionally operated injection valve
• FIG. 4 a shows a functional diagram of a first embodiment of the invention
• FIG. 4b shows a functional diagram of a second embodiment of the invention
• FIG. 5a
• 5b, 5c show various operating states of a control valve having an injection valve for carrying out the erfindunbicen
• Distribution system 16 promotes, which is for example a common rail. To this a plurality of solenoid-operated injection valves 18a to 18d are connected, which the fuel directly in them
• Inject combustion chambers 20a to 20d The operation of the internal combustion engine 10 is controlled or regulated by a control and regulating device 22 which, among other things, also controls the injection valves 18a to 18d.
• FIGS. 2a to 2c schematically show the injection valve 18a according to FIG. 1 in a total of three different operating states.
• the further injection valves 18b, 18c, 18d illustrated in FIG. 1 have a corresponding structure and functionality.
• the injection valve 18a has an electromagnetic actuator which has a magnetic coil 26 and a magnetic armature 30 cooperating with the magnetic coil 26.
• the magnet armature 30 is connected to a valve needle 28 of the injection valve 18 a, that it relative to the valve needle 28 is movable relative to a direction of movement of the valve needle 28 in Figure 2a with a non-disappearing mechanical clearance.
• This two-part configuration improves the mountability of the injector 18a and reduces undesirable bouncing of the valve needle 28 upon impact with its valve seat 38.
• the axial play of the armature 30 is limited to the valve needle 28 by two stops 32 and 34.
• at least the lower stop 34 in FIG. 2a could also be realized by a region of the housing of the injection valve 18a.
• valve needle 28 is acted upon by a valve spring 36 as shown in Figure 2a with a corresponding spring force against the valve seat 38 in the region of the housing 40.
• the injection valve 18a is shown in its closed state, in which no fuel injection takes place.
• valve needle 28 moves under the action of the valve spring 36
• the drive duration for energizing the actuator 26, 30 is preferably selected to be so short that the valve needle 28 or the armature 30 entraining it in the opening direction does not reach an upper stroke stop limiting the opening movement 2c lower end face of the substantially coaxially arranged in the magnetic coil 26 iron core 26a is formed.
• the valve needle 28 and the armature 30 accordingly perform a ballistic trajectory during the opening of the injector 18 a.
• the magnet armature 30 according to FIG. 2c has, at its upper reversal point, a non-vanishing stroke distance Ah from the upper stroke stop 26a.
• FIG. 3b schematically shows a time profile of the operating variables
• FIG. 3 a shows by way of example a simplified functional diagram for determining the activation duration ET of the activation signal I (FIG. 3 b).
• Function block 201 is used in a conventional method of operation in
• Fuel pressure p is the drive time ET for the control of the
• Fuel pressure p is given in the conventional system, the actual injected fuel amount Qist at the output of the function block 18a ', which is usually different from the fuel quantity to be injected Q so n-
• FIG. 3b shows a chronological progression of the needle strokes h of the valve needle 28 (FIG. 2a), as it results under control with the drive signal I.
• valve needle 28 begins ( Figure 2a) until after the electrical control start t e -ro, namely at the time t öff, with its opening operation, wherein out in Figure 2b, 2c from bottom to top, that is, out of your closed position, moved.
• Activation time ET nor fuel injected through the injection valve 18a is - as already described above - not constant, especially for very short drive durations ET. Especially in the purely ballistic operation, in which the valve needle 28 during your
• Opening process does not represent her a maximum opening
• Schrichverzugszeit t2 assume very different values, among other things, the movement sizes of the valve needle 28 before the time t E n, ie the end of the drive time ET, as well as a closing spring force, magnetic force, rail pressure, driving time, temperature, return backpressure and / or depend on other sizes.
• the actuation duration ET as a function of a setpoint value t2 * for the closing delay time t2 of the valve 18a, the closing delay time t2, as already described, being a time difference between the end t E n of the actuation duration ET and the actual hydraulic closing time ts of the valve 18a characterized.
• Figure 4a shows a functional diagram of a corresponding first
• a target value ET * is determined for the activation period.
• the desired value ET * for the actuation period is corrected by means of a correction value t corr [n-1], which in the present case takes place by adding the quantity t k orr [n-1] to the desired value ET * by means of the adder a_1.
• t corr [n-1] which in the present case takes place by adding the quantity t k orr [n-1] to the desired value ET * by means of the adder a_1.
• the present invention corrected driving time ET is present.
• the signal ET acts according to FIG. 4a on that which represents the injection valve
• a second map is KF2 from the input variables so Q n, p is a nominal value obtained * t2 for the closing delay time t2.
• the actual value t2actual of the closing delay time t2 is determined, for example by a measuring technique which analyzes the time profile of the drive signal I (FIG. 3b).
• a control difference At2 t2 * - t2ist is formed.
• the control difference At2 is subsequently multiplied in the function block R1 1 by a predefinable correction factor K, a preferred value range for the correction factor K being between 0 and 2, in particular between 0 and 1.
• the function block R1 as well as its subsequent adder a_3 and the further, the adder a_3 downstream and unspecified in Figure 4a function block part of a first inventive controller structure R1, depending on the control difference At2 the correction quantity t k orr [n 1] forms.
• control structure R1 considered here is designed as a simple digital controller with an integral characteristic, which allows a less complicated implementation of the inventive principle.
• other controller structures can also be used in order to form the correction variable t corr [n] according to the invention as a function of the control difference ⁇ t 2.
• controller structures can be used with proportional-integral characteristics, proportional characteristics, or even non-linear controllers.
• Essential for the function of the principle according to the invention is the formation of the correction value as a function of the control difference At2.
• the adder a_3 downstream and present unspecified function block has a particularly preferred embodiment, according to a clock input to which a speed-synchronous clock signal CLK is supplied, so that the correction value formed according to the invention also
• the regulator structure according to the invention illustrated in FIG. 4 a advantageously makes it possible to regulate the closing delay time t 2 of the injection valve 18 a and thus a particularly precise injection of even small quantities of fuel in a ballistic operating mode of the injection valve 18 a.
• FIG. 4b shows a functional diagram of a further embodiment of the method according to the invention.
• the exemplary embodiment according to FIG. 4b has a second controller structure R2 which provides for taking into account the setpoint value ET * for the drive duration ET and the drive duration ET itself.
• the quantities ET * , ET are weighted by function blocks unspecified in the present case with a first weighting factor G1 and a second weighting factor G2, before they reach the setpoint value t2 * for the closing delay time t2 or the actual value t2ist for the closing delay time t2 via the adders a_21, a_22 be slammed.
• the adder a_2 determines a variable At comparable to the control difference At2 already described above in connection with FIG. 4a, which serves as an input variable for the regulator structure R2 according to the invention.
• weighting factors G1, G2 in turn, a value range from 0 to about 1 is provided.
• control structures have R1, R2 reaches a steady state, which is characterized by a vanishing control deviation At2, At, can an update path up the map KF1 be adapted corr in dependence of the correction variable t.
• the correction value supplied to the adder a_1 must be set to zero at the same time, since the corresponding consideration of the correction value has already been made by the adaptation of the characteristic map KF1.
• the value of the correction factor K is selected between 0 and 1. In exceptional cases, it is also possible to extend the value range to 0 ⁇ K ⁇ 2, where the factor K is the transient velocity of the
• Control circuit R1, R2 determined.
• K in the range of about 1 is advantageous. If required, the robustness of the control loop can be increased in relation to interference signals by lowering the factor K. So can
• the injection valve type illustrated which is a directly operated injection valve 18a, has been described.
• the method according to the invention can also be particularly advantageous in the case of injection valves which are not directly driven, that is to say for example in such cases
• Injectors are used, in which an electromagnetic actuator actuates a component of a control valve, and in which a in the
• FIGS. 5a to 5c show an embodiment of an injection valve 100 of a diesel common-rail fuel injection system of an internal combustion engine provided for fuel injection in various forms
• Figure 1 a shows the injector 100 in its idle state in which it is not controlled by the associated control unit 22.
• Solenoid valve spring 1 1 1 presses here a valve ball 105 in a seat provided for this purpose, the flow restrictor 1 12, so that in the valve control chamber 106 a rail pressure corresponding fuel pressure can build up, as it also prevails in the region of the high pressure port 1 13.
• the rail pressure is also in the chamber volume 109, which surrounds the valve needle 1 16 of the injection valve 100.
• the applied by the rail pressure on the end face of the control piston 1 15 forces and the force of the nozzle spring 107 hold the valve needle 1 16 against an opening force which engages the pressure shoulder 108 of the valve needle 16 1 closed.
• FIG. 1 b shows the injection valve 100 in its open state, which, under the control of the control unit 22, assumes the rest state shown in FIG. 5 a in the following manner: the magnetic coil 102 shown in FIG. 5 a and the solenoid coil 102 cooperating magnetic armature 104 formed electromagnetic actuator 102, 104 is acted upon by the control unit 22 with a drive signal forming drive current I to cause opening of the present acting as a control valve solenoid valve 104, 105, 1 12.
• the magnetic force of the electromagnetic actuator 102, 104 in this case exceeds the spring force of the valve spring 1 1 1 ( Figure 5a), so that the armature 104 lifts the valve ball 105 from your valve seat and hereby opens the outlet throttle 1 12.
• the inlet throttle 1 14 prevents a complete pressure equalization between in the range of
• High pressure port 1 13 applied rail pressure and the pressure in the valve control chamber 106, so that the pressure in the valve control chamber 106 decreases. As a result, the pressure in the valve control space 106 becomes smaller than the pressure in the chamber volume 109, which still corresponds to the rail pressure. The reduced pressure in the valve control chamber 106 causes a
• Control period is no longer controlled by the control unit 22, the valve spring 1 1 1 presses the armature 104 as shown in Figure 5c down, so that the valve ball 105 then the outlet throttle 1 12 closes.
• valve needle 1 16 As a result, the direction of movement of the valve needle 1 16 is reversed so that it is returned to its closed position.
• the fuel injection is finished as soon as the valve needle 1 16 your
• Valve needle seat reaches in the region of the injection holes 1 10 and this closes, see Figure 5c.
• the method according to the invention for correcting the activation duration can be carried out as a function of a setpoint value for the closing delay time.
• the electromagnetic actuator of the injection valve 100 can be actuated, for example, with a drive signal I which has a course comparable to that shown in FIG. 3b. Accordingly, also in the injection valve 100
• Closing delay times In contrast to the closing delay time of the injection valve 18a described with reference to FIGS. 2a to 2c, the closing delay time in the injection valve 100 according to FIG. 5a may, however, also include other examples which are not explained in detail here
• it is necessary to determine the actual hydraulic closing time which can be done for example by acceleration and / or knock sensors or the like, which is a detection of the impact of the valve needle 1 16 in its closed position in the area of the injection holes 1 10 allow.
• inventive principle can also be applied separately to the control valve 104, 105, 1 12 of the injection valve 100 shown in Fig. 5a, which is useful, for example, when a strong correlation between the state changes of the control valve and the valve needle 1 16 is given and therefore It can be assumed that an inventive regulation of the closing delay time of the control valve alone already a
• control principle according to the invention is advantageously also applicable when an injection valve is only temporarily, i. only in some operating cycles, ballistically operated.
• the actual closing delay time t2act (FIG. 4a) can be determined, for example, from a time characteristic of the drive current I (FIG. 3b) measured by measurement and / or a voltage applied to the electromagnetic actuator.
• Sensor data of separate sensor means such as structure-borne sound sensors or acceleration sensors can also be evaluated to

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Fuel-Injection Apparatus (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

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ID=43301762

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• 2009
  • 2009-10-02 DE DE102009045309.1A patent/DE102009045309B4/de active Active
• 2010
  • 2010-09-10 WO PCT/EP2010/063305 patent/WO2011039043A1/de active Application Filing
  • 2010-09-10 IN IN625DEN2012 patent/IN2012DN00625A/en unknown
  • 2010-09-10 CN CN201080044490.5A patent/CN102597470B/zh active Active
  • 2010-09-10 US US13/499,476 patent/US9322356B2/en active Active

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